Piston foe internal-cokbtrstion motors



E. H. CROSSEN.

PlsIoN FoH INTERNAL coMBusnoN MooRs.

APPLICATION FILED JUNE 17| 19H3.

Patented J an. 6, 1920.

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-N -TUPR H"""HMHNHHHHHHHHHHHHUHUMH lIlllllllllllllllllllllllllllllllllllllllllllllllll 1 MWQEZZZZ INVENTOR EDGAR H. @055m v BY ATTORNEY l l /l l/ l :l

E. H. CROSSEN.

msoN FURINTERNAL CoMBusTloN m0oR&

APPLICATION FILED JUNE 17, 1918.

Paxented Jan.6,l920.

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ATTORNEY EDG-AR H. CROSSEN, OF FRANKLIN, PENNSYLVANIA.

IIS'ION FOR INTERNAIi-COMBUSTION MOTORS.

Speccation of Letters Patent.

Patented Jan. 6, 1920.

Application filed June 17, 1918. Serial No. 240,408.

State of Pennsylvania, have inventedcertain new and useful Improvements in Pistons for Internal-Combustion Motors, of which the iollowing is a specication.

IVhile this invention relates solely to pistons 'for internal combustion motors, andV especially to those motors which are adapted to use the heavier oils as fuel, I have, `for the purpose of enabling others,-without previous experimentation-to make and use the same, shown the whole cylinder oi' one form of engine with which my improved piston is adapted to cooperate.

In the drawings: j i

Figure 1 is a central, vertical, longitudinal section oi the cylinder and piston of an engine embodying my invention: This view shows the piston at the compression end of the stroke, which is also the position in which air enters the pump chamber of the cylinder.

Fig. 2 is a central, vertical, longitudinal section of said cylinder and its piston, shown ing said piston at the forward end of its stroke; this is the position in which air is transferred from the pump chamberto the expansion chamber of the cylinder.

The construction 'shown in said drawings substantially as follows:

Within the cylinder head 1 0i the engine, is arranged a combustion chamber 2, which is provided with ports 3 and 4:, that communicate, through the supplementary ports 3 and 4t with the expansion chamber 5 at the rear of the piston 15. Said combustion chamber is spaced 'from the surrounding walls of head 1 by an intervening space 6, which is accessible to the gases of combustion, for the purpose of maintaining said chamber 2 in a highly heated condition when the engine is in operation. The outer end of said head 1 is sup-plied with a removable cap 7 for convenience of assembly, repairs, etc. A suitable nozzle 9 enters said cap 7, at the central portion thereof, through which fuel oil is injected into said combustion chamber through the port 9.

The engine here shown is oi' the type commonly known as a three-port engine, and the action of the piston controls the passage of air through the inlet port 11 into the pump chamber 12, also the passage ci air from said chamber 12 through the by-pass 13 and through the transfer port 13 into said combustion chamber 5.

An atomizer 14 supplies water in the form of a fine 'spray or mist to the air as it passes through said by-pass. The construction and operation of said atomizer are fully shown and described in my co-pending application Serial Number 297,683 filed May 16, 1919.

As previously stated, the combustion chamber 2 is kept, while the engine is in operation, in a highly heated condition. Oil is injected into said chamber when the piston is at the point of highest compression, as shown in Fig. 1, and when said oil injection occurs a jet of flame shoots out through the ports 3, 2%',11 and Li into the expansion chamber 5 and against the rear or adjacent face of the piston 15. Because of the action of the flame upon said face ci the piston it is necessary to provide some special means whereby the lpiston may be kept Jfrom becoming too highly heated. Said cooling means is provided in the Aiollowimg manner:

I locate within the piston 15 a deflector 16,

which is a horizontally-disposed plate with its forward end projecting beyond the i'orward end oi the piston, and with its projecting edge turned downwardly, so as to overlap or overreach the inlet port 11 when said piston is at the rearward end of its stroke as shown in Fig. 1, and as the air enters said pump chamber 12 it is deiiected into the chamber oi the piston, and a portion of this air impinges upon the rear wall of the pis 'ton and upon the ribs or flanges 17 carried by said rear wall, and thereby serves to cool the lpiston. It is at this juncture that the products of combustion pass out through the exhaust port 18.

For the purpose oi' providing means for starting the engine, I form in the inner wall of the head 1, at the bottom thereof, a pocket 19 and connect thereto a retort 20, which is a tubular element closed at its lower end, the upper end thereof being open and in communication with said pocket 19.

Said retort is protected by a cap or hood 21 which is provided with a suitable opening into which the flame of a torch may be directed to heat said retort. When the engine is to be started from the cold state, said retort is heated to substantially a red heat; oil is then injected into the chamber 2 through the nozzle 9, and drains down into said retort where it is reperire@ than as the piston is caused to assume or approach the position shown in Fig. 1 the Vapor ignites and starts the engine ruiming and thereafter it continues to run in the normal way.

It is the deflector member 16, and the way in which it is carried by the piston which form-the subject-matter of the invention covered hereby.

I am aware that pistons have heretofore been supplied with deflectors for performing substantially the same function as the one here employed; said deflectors have vthus far, however, been cast or formed integrally with the piston walls, whereas, my deflector is in no way attached to the walls of the piston, but is wholly free therefrom, and is carried by the hub 22 at the center of the piston. This is an important point, for the reason that, where the defiector is east integrally with the piston walls it is impossible tokeep thewalls of the piston, and the defleetor from heating unevenly, and this uneven heat causes a differentvdegree of eX- pansion betwen said walls and said deflector; this causes the piston to warp in various ways the most common of which is to assume a shape that is out of round, or it may sometimes bend longitudinally, ocasionally it will cause therpiston walls to crack. Such ydefects not only canse the piston to stick in the bore of the cylinder, but they may also necessitate the replacement of the piston by a new one. My deflector is not cast integrally with the circumferential walls of the piston, and while this is the most obvious way to supply a deiector, I have discovered it to be a wrong way and one which is likely to cause much trouble. While I have shown my deflector as being east integrally with the hub 22 of the piston, it need not necessarily be so made; it may, in some way be attached to, or carried by the walls of the piston, but if so carried, the method of attachment must be such as to freely permit the differing degrees of expansion of the deiector and said piston walls. Broadly stated, then, this means that the defiector and the walls of the piston shall be a non unitary or non-continuous structure.

I claim the following:

1. The combination with the cylinder of an internal combustion motor having a fuel port arranged to be piston controlled, of a piston of the trunk type, a longitudinallydisposed deflector carried by said piston which is non-continuous with the circumferential walls thereof, the forward end of said defiector projecting` beyond the open end of said piston, arranged to over-reach and to cooperate with said port, as, and for the purpose set forth. 2. In an internal combustion motor, in combination, a cylinder having a port arranged to be piston-controlled for the passage of the motive agent, a piston of the trunk type, a deflector carried by said piston and non-continuous with the circumferential walls thereof, whereby inequality in the degree of expansion of said walls and said delector is provided for, said defiector extending longitudinally 0f the piston with its rearward edge in juxtaposition to the rearward wall thereof, the forward edge of said deflector extending beyond the forward end of said piston and adapted to cooperate with said port as and for the purpose set forth.

In testimony whereof I atlix my signature in presence of two witnesses.

EDGAR H. CROSSEN.

Witnesses:

MARGARET S. MARTIN, Jol-1N L. Nnsrr. 

